EP2393677A1 - Method for the chassis control of a motor vehicle, and device for carrying out said method - Google Patents
Method for the chassis control of a motor vehicle, and device for carrying out said methodInfo
- Publication number
- EP2393677A1 EP2393677A1 EP09795793A EP09795793A EP2393677A1 EP 2393677 A1 EP2393677 A1 EP 2393677A1 EP 09795793 A EP09795793 A EP 09795793A EP 09795793 A EP09795793 A EP 09795793A EP 2393677 A1 EP2393677 A1 EP 2393677A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- damper
- hardness
- valve
- movement
- rebound
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
- B60G17/0161—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during straight-line motion
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
- B60G17/0162—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/06—Characteristics of dampers, e.g. mechanical dampers
- B60G17/08—Characteristics of fluid dampers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/05—Attitude
- B60G2400/052—Angular rate
- B60G2400/0521—Roll rate
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/05—Attitude
- B60G2400/052—Angular rate
- B60G2400/0522—Pitch rate
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/10—Acceleration; Deceleration
- B60G2400/102—Acceleration; Deceleration vertical
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
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- B60G2400/20—Speed
- B60G2400/204—Vehicle speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/25—Stroke; Height; Displacement
- B60G2400/252—Stroke; Height; Displacement vertical
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/30—Propulsion unit conditions
- B60G2400/39—Brake pedal position
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/40—Steering conditions
- B60G2400/41—Steering angle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/50—Pressure
- B60G2400/51—Pressure in suspension unit
- B60G2400/518—Pressure in suspension unit in damper
- B60G2400/5182—Fluid damper
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/10—Damping action or damper
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
- B60G2600/18—Automatic control means
- B60G2600/184—Semi-Active control means
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
- B60G2600/18—Automatic control means
- B60G2600/187—Digital Controller Details and Signal Treatment
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
- B60G2600/60—Signal noise suppression; Electronic filtering means
- B60G2600/604—Signal noise suppression; Electronic filtering means low pass
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/01—Attitude or posture control
- B60G2800/012—Rolling condition
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/01—Attitude or posture control
- B60G2800/014—Pitch; Nose dive
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/16—Running
- B60G2800/164—Heaving; Squatting
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/22—Braking, stopping
Definitions
- the invention relates to a method for the suspension control of a motor vehicle, which has at least one vehicle structure carrying a suspension with a damper.
- the invention relates to a device for suspension control of a motor vehicle, in particular for carrying out said method, wherein at least one wheel suspension of the motor vehicle has an adjustable damper.
- Method for the suspension control of a motor vehicle are known from the prior art.
- DE 41 120 04 C2 discloses a method for driving a variable in its damping characteristic damper of a motor vehicle.
- the damper has a valve which can be adjusted to adjust the damping characteristic, the switches between the damping characteristics to be used to optimize the properties of the motor vehicle being dependent on whether the damper is subjected to pressure or tension.
- the hardness of the damper ie the degree of damping, is set in such a way that the movement of the vehicle body is damped.
- At least one wheel suspension bearing a vehicle body is provided with a damper which has a rebound stage that is adjustable in hardness and a compression stage that is adjustable in hardness a certain vehicle body movement generated pressure load changes the hardness of the compression stage, in particular increases, and for a generated by the specific vehicle body movement, then following tensile load, the hardness of the rebound additionally changed, in particular increased or being for a by a certain vehicle body movement tensile stress generated changes the hardness of the rebound, in particular increased, and for a generated by the specific vehicle body movement, then the following pressure load, the hardness of the compression stage is additionally changed, in particular increased.
- a damper which is formed in two stages and whose different stages, the compression stage and the rebound, are independently adjusted in their hardness or in their degree of damping.
- the compression and the rebound are thereby adjusted depending on the particular vehicle body movement in its hardness, wherein initially only one of the stages during a first phase of the vehicle body movement and then the second stage during a subsequent phase of the
- Vehicle body movement are adjusted in their hardness. This can work optimally at the respective vehicle body movement phase (pressure load or tensile load) of the damper. In particular, following the vehicle body movement following vehicle body return movement can be attenuated independently.
- the particular vehicle body movement may, in particular, be a vehicle body movement caused by a braking process and / or by a spa procedure.
- the damper has at least one first valve for adjusting the hardness of the pressure stage and at least one second valve for adjusting the
- Hardness of the rebound wherein upstream of a pressure load of the damper generated by the specific vehicle body movement, the first valve for changing, especially increasing, the hardness of the compression stage and during the subsequent pressure load additionally the second valve for changing, in particular increasing, the hardness the rebound is switched, or wherein prior to a generated by the specific vehicle body movement tensile load of the damper, the second valve for changing, especially increasing the hardness of the rebound and during the subsequent tensile load, the first valve for changing, in particular increasing, the hardness of Pressure level is switched.
- the adjustment of the damper hardness or the degree of damping always takes place in each case powerless idle stroke.
- the control command or the switching of the valve associated with the corresponding stage only has its effect when the valve is switched in the unloaded state.
- the first valve is used to adjust the hardness of the pressure stage and the second valve to adjust the hardness of the rebound of the damper.
- the first valve to increase the hardness of the compression stage is switched, and then, when the pressure load by the vehicle body movement is actually carried out, the second valve to Increasing the hardness of the rebound stage.
- the change between the pressure load and the tensile load of the damper occurs regularly when after a vehicle body movement and a vehicle body return movement is expected.
- the damper can work optimally during the compressive load and during the tensile load.
- the Anlagenrus- return movement can be damped regardless of the vehicle body movement. Accordingly, according to the invention before a tensile load of the damper generated by an expected vehicle body movement the second
- the first valve to increase the hardness of the compression stage switched. Whether the damper during the vehicle body movement pressure or train load depends essentially on the type of excitation and its arrangement or the arrangement of the suspension having it on the
- the local movements of the damper are essentially movements excited by unevenness in the road surface. Such movements usually occur with high deflection frequency.
- the global movement of the damper is mainly caused by driving intervention of the driver of the motor vehicle and the associated vehicle body movements. It is essentially due to a lower deflection frequency in the Characterized comparison to local movement.
- road bumps can also stimulate global vehicle body movements and driver's driving interventions can result in local movements of the damper.
- the local movements of the damper and / or the global vehicle body movements of the motor vehicle are preferably determined or determined, and the hardness of the damper is adjusted or controlled and / or regulated on this basis.
- the damper has an associated electronics with its own microcontroller and connection to a common data bus, so that can be dispensed with a separate central control unit and instead uses an existing control unit of the chassis area (for example, the ESP control unit or a central control unit of the landing gear domain) and can be dispensed with external additional sensors, such as vertical acceleration sensors or spring travel sensors.
- the local movement of the damper is advantageously evaluated by means of an evaluation unit associated with the damper. The evaluation takes place directly on the damper or in the evaluation unit assigned to the damper. In this way, it is possible to react very quickly to a change in the local movement, whereby the quality of the control and / or regulation of the damper is increased.
- the evaluation unit can be assigned to the damper or even integrated in it.
- the global motion is advantageously estimated in an existing control device of the motor vehicle.
- the global motion caused by driver inputs, such as braking or steering, must be estimated, otherwise control and / or regulation of the damper due to measured movement data of the vehicle body would always run counter to the actual requirements.
- a detection with body movement sensors and dead times by signal transmission and processing would be too slow.
- variables such as roll angle, roll rate and / or roll acceleration, pitch angle, pitch rate and / or pitch acceleration of the vehicle body can be determined. The estimation takes place in a forward-looking manner, so that the determined, anticipated vehicle body movement is determined.
- the sizes mentioned are directly caused by the driver and easily detectable sizes.
- the steering wheel angle, the pressure in the master cylinder, requirements of a brake application by driver assistance systems (eg adaptive cruise control: ACC), the requested engine torque (target torque) and the presence of a gear change are evaluated.
- the signals are usually already present in a driving stabilization system, such as in the aforementioned ESP.
- the desired acceleration can relate to both a longitudinal acceleration and a transverse acceleration of the vehicle and can also be detected and / or determined by a driver assistance system.
- the determination of the yaw rate is advantageous and can be done for example from the steering angle.
- Valve the rebound of the dampers on the rear axle and by means of the respective valve the pressure level of the damper on the front axle are switched to their respective normal state.
- the expected vehicle body movement in this case is the rearward nod of the vehicle body when the vehicle comes to a standstill.
- the first and second valves are expediently switched such that the degree of damping of the pressure stage of the damper on the rear axle and the degree of damping of the rebound stage on the front axle are increased.
- the second valve of the dampers on the rear axle and the first valve of the dampers on the front axle of the motor vehicle for increasing the standstill, ie during the pitching motion of the vehicle body to the rear Hardness additionally switched.
- the degree of damping of rebound rebound on the rear axle and the degree of damping of the rebound compression of the front axle dampers are increased for the vehicle body return movement made on the rearward pitch. If the vehicle body thus nods backwards after the already muted back-to-back pitch, the pitchback is also damped.
- the hardness of the compression stages on the front axle and the hardness of the rebound on the rear axle increases b) shortly before the vehicle stops, the hardness of the rebound on the front axle and the
- the counter-torque acts only as a reaction torque.
- the adjustment of the respective stage must be made before the relative movement between wheel and vehicle body, as the valves in motion can not be switched.
- the compression and rebound stages of the opposite axes are set to be predictively harder.
- a cornering trip that triggers a global movement is estimated or determined as a function of the steering wheel angle.
- the vehicle body undergoes global stimulation as soon as the driver makes a lateral course change by the control intervention on the steering wheel by adjusting the steering wheel angle.
- This excitation leads to a rotational movement of the vehicle body about the longitudinal axis of the vehicle (wobble) due to its inertia.
- the first valve of at least one in the curve outside damper and the second valve of at least one in-curve damper to increase the hardness are switched.
- a vehicle-side-dependent control of the damper takes place, whereas an axis-dependent control is performed during the braking process.
- the second valve of the at least one outboard in the curve Ne- adjacent damper and the first valve of the at least one in-curve damper to increase the hardness are switched.
- the first and / or the second valve are switched only when a determinable, based on the load of the damper threshold for increasing the hardness exceeded. This prevents that the rebound and / or compression of the damper are already adjusted in their degree of damping even with only small deflections. In particular, this prevents that small, rather negligible for the entire vehicle body local deflections or movements of the damper always lead to an adjustment of the hardness.
- the first and / or the second valve for reducing the hardness are switched if the threshold value is not reached over a certain period of time. This returns the damper (s) to their original setting.
- a development of the invention provides that the local movement is determined on the basis of at least one damper pressure. On the damper so means are provided to determine at least one damper pressure.
- the damper pressure can be evaluated, for example, in the evaluation unit assigned to the damper in order to determine the local movement. In this case, a (relative) change in the damper pressure can be evaluated.
- a development of the invention provides that the local movement is a vertical movement at an attachment point of the damper.
- the attachment point of the damper indicates the point at which the damper is attached to the motor vehicle, in particular the structure of the motor vehicle. Only the vertical speed is considered. All other speed components are eliminated or included in the vertical speed.
- a development of the invention provides that the local movement of a damper force and / or a pressure difference, in particular taking into account a
- Characteristic of the damper is calculated. Thus, first the damper force and / or the pressure difference is determined. This can be done, for example, by determining a plurality of pressures of the damper, it being advantageous to determine the pressure in the pressure stage and the pressure in the rebound stage of the damper.
- the relative speed between a damper piston and a damper tube - can be determined by means of inversion of the damper characteristic from the damper force or from the differential pressure, wherein a characteristic associated with the current valve position is used.
- a combination of the mentioned calculation approaches is also possible.
- a development of the invention provides that the damping force and / or the pressure difference from a pressure in an upper chamber of the damper and a pressure in a lower chamber of the damper is determined. So there are provided means to determine the damper pressure both in rebound and in the compression stage.
- the pressure in the upper chamber corresponds to the pressure of the rebound and the pressure in the lower chamber corresponds to the pressure of the compression stage.
- the damper is a one-pipe damper and in particular its damper travel is estimated.
- the damper travel can also be estimated independently of the damper force and the damper speed. For this one evaluates the mean pressure, which increases due to the penetration of the piston rod into the damper with increasing compression travel. The volume compensation takes place with monotube dampers over a gas volume, which is reduced by the volume of the penetrating piston rod.
- a further development of the invention provides that the local movement for high-frequency components and / or the global movement for low-frequency components is evaluated.
- the high-frequency components are, for example, frequencies in the
- Range of Radeigenfrequenz that is about 10 to 15 Hz
- the low-frequency components are frequencies in the range of the natural frequency of the structure of the motor vehicle.
- the latter are approximately in the range of 1 to 2 Hz.
- at least one filter may be provided which allows only the high-frequency components and / or only the low-frequency components to pass for the local movement.
- a development of the invention provides that from the local movement and the global movement in each case a damper hardness for the compression and for the rebound stage is determined.
- the damper hardness is determined separately for the global motion and the local motion.
- various evaluation paths are provided.
- One evaluation path is used for the local movement and another for the global movement. From both Ausensepfaden results in each case a damping hardness for the compression and rebound.
- a development of the invention provides that the damper hardness from the local motion and the damper hardness from the global motion are combined to form a total damper hardness. After determining the damper hardness both for the local movement and for the global movement, these are combined to the total damper hardness.
- the damping hardness and / or the total damping hardness for the rebound stage and the pressure stage is advantageously treated separately.
- the damping hardness is usually a value in the range of 0 to 1, where 0 stands for very soft and 1 for very hard.
- a development of the invention provides that the damper according to the
- Total damper hardness is set.
- the damper is controlled and / or regulated to behave according to the determined total damper hardness. Thus, it is set not only according to the damper hardness for the local motion or the damper hardness for the global hardness, but according to the combination of the two values.
- the device according to the invention is characterized by at least one suspension bearing a vehicle structure with a damper having a rebound adjustable in the rebound rebound and an adjustable in hardness compression stage, wherein for a generated by a certain vehicle body pressure pressure load of the damper, the hardness of the compression stage changed, in particular increased, and for a generated by the specific vehicle body movement, then following tensile load of the damper, the hardness of the rebound additionally changed, in particular increased or being changed for a generated by a certain vehicle body movement tensile load of the damper, the hardness of the rebound , in particular increased, and for a generated by the specific vehicle body movement, then following pressure load of the damper, the hardness of the compression stage additionally changed, in particular increased.
- the damper has at least one first valve for adjusting the hardness of the compression stage and at least one second valve for adjusting the hardness of the rebound, wherein before a pressure load of the damper generated by the specific vehicle body movement, the first valve for changing, in particular increasing , the hardness of the pressure stage switched and additionally during the pressure load occurring the second valve for changing, In particular, increasing the hardness of the rebound is switched, or before a generated by a certain vehicle body movement tensile load of the damper, the second valve for changing, in particular increasing, the hardness of the rebound and during the resulting tensile load, the first valve for changing, in particular increasing, the hardness of the compression stage is switched.
- the damper has an evaluation unit and / or at least one pressure measuring device and / or an output stage of at least one valve of the damper can be adjusted by means of the evaluation unit.
- Measuring the pressure - and the valve together with its associated output stage are associated with the damper and / or integrated therewith.
- a development of the invention provides that the evaluation unit is connected to an existing global motion estimating control device of the motor vehicle via a data bus.
- the control unit is an already existing control unit of the motor vehicle, for example, the ESP control unit or the central control unit of the landing gear domain. With the help of this controller, the global motion is estimated, that is, there is no separate central control device for the device for chassis control provided.
- the evaluation unit of the damper is connected to this control unit via a data bus, so that data can be exchanged between them. These data include, for example, the damper hardness and the total damper hardness and / or values for the local movement of the damper and / or the global motion of the motor vehicle.
- FIG. 1 shows a schematic representation of a device or a method for the suspension control of a motor vehicle
- FIG. 2 shows a functional structure of the device and the method
- FIG. 3 shows a single-tube damper, as can be used for example together with the method and / or the device,
- FIG. 4 shows a flow diagram for a block of the functional structure known from FIG. 2,
- FIG. 5 shows a flowchart for a further block of the functional structure
- FIGS. 6A and B show a schematic embodiment of the advantageous method during a pitching movement
- FIG. 7 is a block diagram of a state machine
- FIG. 8 shows a block diagram for carrying out the method during a pitching process
- Figure 9 shows an embodiment for carrying out the method in a rolling motion
- Figure 10 is a block diagram for carrying out the method in a rolling process.
- each damper is associated with a wheel of a motor vehicle (not shown).
- the dampers 2, 3, 4 and 5 are provided between the wheel and a body of the motor vehicle, so are part of a suspension (also not shown).
- Each variable damper has pressure sensors 6, a microprocessor 7, two output stages 8, by means of which a valve drive 9 and via this a valve 10 can be actuated in each case.
- Each of the pressure sensors 6, the output stages 8, the valve actuators 9 and the valves 10 are each associated with a tensile and a pressure stage of the damper 2.
- One of the pressure sensors 6 thus serves to determine the pressure in the pressure stage, while the other of the Pressure sensors 6 is used to determine the pressure in the rebound stage.
- valve drive 9 and valve 10 respectively the hardness of the compression stage and / or the rebound of the damper 2 can be adjusted.
- the output stages 8 are controlled by the microprocessor 7, which evaluates both signals of the pressure sensors 6, and is connected via a data bus 1 1 with an existing control unit 12 of the motor vehicle and exchanges data with this.
- the control unit 12 is, for example, an ESP control unit.
- the control unit 12 additionally receives data from a steering angle sensor 13, a sensor for determining the yaw rate and / or the lateral acceleration and / or a pressure sensor 15 for determining the pressure in a brake cylinder (not shown).
- the control unit also receives data from an engine control unit 16 and a transmission control system 17.
- the engine control unit 16 can deliver, for example, the requested engine torque and / or an instantaneous speed of a drive unit of the motor vehicle.
- the transmission control 17 notifies the control unit 12, for example, which gear is engaged and whether a gear change is currently being performed.
- the global movement or the vehicle body movement is determined and determines a damper hardness from the global movement.
- the microprocessor 7 of the damper 2, 3, 4 or 5 determines the local movement, in particular from the data of the pressure sensors 6, and calculates from this also a damper hardness.
- the damper hardness from the global motion is transmitted from the controller 12 via the data bus 1 1 to the microprocessor 7. This determines the overall damping strength from the damper hardness for the local motion and the damper hardness for the global motion. This total damping hardness is then adjusted by means of the end stage 8, the valve drive 9 and the valve 10 on the damper 2, 3, 4 or 5.
- the damper hardness or the total damper hardness is determined in each case for the rebound stage and the pressure stage of the damper 2, 3, 4 or 5.
- the pressure sensors 6, the microprocessor 7, the power amplifiers 8, the valve actuators 9 and the valves 10 of each damper 2, 3, 4, 5 are associated with the respective damper 2, 3, 4 or 5, so damper-local devices.
- the control unit 12 is for evaluating the global motion of the motor vehicle and therefore a central component. The global movement can therefore also be called a central movement.
- the damper 2 is provided on the left front of the vehicle, the damper 3 front right, the damper 4 rear left and the rear right damper 5.
- FIG. 2 shows a functional structure 18, as may be provided in the method according to the invention or the device according to the invention.
- the motor vehicle, or its wheels and structure are symbolized by the box 19.
- On the motor vehicle act various factors, such as the driver - symbolized by the box 20 - and the road - symbolized by the box 21st
- the respective influences are indicated by the arrows 22 and 22 '.
- the wheels and the structure of the motor vehicle interact with the dampers 2, 3, 4 and 5, which are represented by the box 23, wherein the interaction is symbolized by the arrow 24.
- the box 20 thus symbolizes the influences caused by the
- the influence of the driver is used to estimate the global movement or the vehicle body movement. This is done on the basis of the data available to the control unit 12 from the steering angle sensor 13, the sensor 14, the pressure sensor 15, the engine control 16 and / or the transmission control 17.
- the first functional block 25 provides global movement quantities such as roll angle, roll rate, roll acceleration and / or pitch angle, pitch rate, pitch acceleration and / or yaw rate, yaw rate, yaw acceleration.
- the quantities estimated in the first functional block 25 are forwarded to the second functional block 26.
- the requirements for the setting of the damper for the compression and rebound of the four dampers 2, 3, 4 and 5 are determined from the estimated sizes. For example, with a predicted roll to the right, the compression level of the dampers becomes
- the damping hardness from the global motion is now available for the compression stage and the rebound stage of the dampers 2, 3, 4 and 5 respectively.
- a movement of the dampers 2, 3, 4 and 5 as well as a force acting on the dampers 2, 3, 4 and 5 is determined. This is done from the pressures that were determined by means of the pressure sensors 6.
- the pressure level is a pressure p above and the rebound a pressure p down assigned.
- Damper movement is described for example by the sizes damper speed and / or damper travel (compression travel).
- damper speed and / or damper travel compression travel
- they are first of all processed, that is, possibly corrected by an offset and / or filtered in order to suppress measurement noise.
- a monitoring of the pressures can be used to erroneously exclude certain pressures from the following evaluation.
- the damper force F steamer can be determined by the equation
- a and A n above unt e are the upper and lower cross-sectional areas of a damper piston of the damper. 2
- the damper speed v D that is, a relative speed between the damper piston and a damper tube of the damper 2, 3, 4 and 5 can be determined with two different approaches.
- the damper velocity v D is determined by the equation
- v D f 2 ( ⁇ p, position of the valve 10).
- an arbitration logic decides which value or mean value is used. If the dampers 2, 3, 4, 5 are single-tube dampers, then it is also possible to estimate the damper travel z steamer independently of the damper force and damper speed. For this purpose one evaluates the mean pressure (p un ten + Poben) / 2, which increases due to the penetration of the piston rod into the damper 2, 3, 4, 5 with increasing compression travel. The volume compensation takes place with monotube dampers over a gas volume, which is reduced by the volume of the penetrating piston rod. This will be explained below with reference to FIG.
- the vertical speed v steamer is estimated at the attachment point of the dampers 2, 3, 4 and 5 by means of a suitable estimation algorithm.
- a Kalman filter can be used as the estimation method here.
- the estimated from the pressure signals damper movement variables and / or the damper force are processed in a fourth functional block 28 and a fifth functional block 29.
- a road-dependent determination of the damper hardness is made on the basis of the damper movement variables and / or the damper force. This means that the damper hardness is determined by the local motion. Out-of-sump sizes are not used in this determination.
- the main objectives are to reduce wheel load fluctuations and to improve the comfort in the frequency range of the wheel oscillations, which are in the range of approximately 10 to 15 Hz. As an algorithm, for example, a frequency-selective control comes into consideration. This will be illustrated below with reference to FIG.
- Vehicle construction for example, the lifting speed v z in the center of gravity of the structure, the roll rate dt phl and the pitch rate dt the ta-
- the aggregation is carried out, for example, according to the equations
- v steamers designate the vertical speed at the body-side fastening point of the respective damper 2, 3, 4 and 5, b the track width and L den
- FL stands for the front left damper, FR front right, RL rear left and RR rear right.
- the sixth function block 30 has set values 33 of the body movement (typically equal to 0) as input values and the estimated body movement quantities derived from the fifth function block 29, for example v z , dtp h , and dW a . From these input variables, the sixth function block 30 determines a damper hardness, each separated according to the tensile and compression stages. Analogous to the second functional block 26, the sixth functional block 30 thus determines the damper hardness which is necessary in order to dampen the global motion of the motor vehicle.
- Pressure pressure
- train and pressure respectively denote the setting requirements for the hardness of the damper or the degree of damping. This is specified in a value range from 0 to 1.
- This eighth function block 38 thus has as inputs the damper hardness, which was determined from the local motion and the damper hardness, which were determined from the global motion.
- these are summarized to a total damper hardness. This takes place analogously to the seventh functional block 31 or with the same actuation approaches.
- the dampers 2, 3, 4 and 5 are set, as symbolized by the arrow 34.
- the fifth function block 29, the sixth function block 30 and the seventh function block 31 are performed in the control unit 12, which belongs, for example, to an already existing drive stabilization system (for example ESP).
- Chassis domain If this central control unit has an expanded optical sensor with measurement of the stroke acceleration a z , the roll rate dt phl and the pitch rate dW a , then the fifth function block 29, which performs the calculation of the body movement variables, can be omitted.
- the third functional block 27, the fourth functional block 28 and the eighth functional block 32 may be performed in the microprocessor 7 of the dampers 2, 3, 4 and 5.
- FIG. 3 shows a single-tube damper 35 which can be used, for example, as damper 2, 3, 4 and 5.
- At Einrohrdämpfer 35 are means (not dar- provided) to determine the pressure p above and the pressure p below .
- the pressure P above is present in a chamber 36 above a piston rod 37, while the pressure p is present below in a chamber 38. Shown in the figure
- FIG. 4 shows a structure of the third functional block 27. It can be seen that it has two calculation strings 40 and 41, with the calculation string 40 having the pressure p at the top and the calculation string 41 having the pressure p at the bottom as the input variable. In both calculation strings 40 and 41, an offset correction is first performed (box 42), then a low-pass filter is applied (box 43) and finally a plausibility check is performed (box 44). Following box 44, the result of the calculation string 40 is output to a first channel 45 and the result of the calculation string 41 to a second channel 46. In the first channel 45 and the second channel 46 is thus an adjusted pressure signal for the pressure p above or p down before. The two pressure signals p above and below p are respectively as an input to function blocks 47, 48 and 49 used.
- an estimate of the damper force is made by means of the pressures, which is then supplied to the function block 48 as an input variable as well as the pressures p top and p below .
- an estimation of the damper speed is performed from these three quantities.
- Function block 49 serves to estimate the damper travel. However, this can only be done if a Einrohrdämpfer 35 is provided as a damper 2, 3, 4 or 5. Subsequent to the function block 48, a further function block 50 is provided, in which from the damper speed, the estimate of the vertical movement at the attachment point of the damper 2, 3,
- FIG. 5 shows by way of example a construction of the fourth functional block 28.
- This determines the damper hardness from the local movement of the damper 2, 3, 4 or 5.
- the output variables of the third functional block 27 are applied to an input 55 at.
- a frequency selective drive is used as the algorithm.
- the damper motion quantity is evaluated via one or more filters (box 56).
- filters can be used
- an amplitude calculation is performed (box 57). If the determined amplitudes in the relevant frequency range, that is to say limit values defined at the output of the filter (box 56), then a greater hardness of the damper 2, 3, 4 or 5 is required.
- the output variables of the amplitude calculation are weighted (box 58) and from the result of this weighting a characteristic curve for the rebound stage (box 59) or pressure stage (box 60) of the damper 2, 3, 4 and 5 is determined.
- FIGS 6A and B show in the embodiment, a motor vehicle 61 with the dampers 2, 3, 4 and 5.
- Each of the damper 2, 3, 4, 5 respectively has a first valve for adjusting the hardness of the pressure stage and a second valve for adjusting the hardness of the rebound.
- the respective first valve for increasing the hardness of the compression stage and during the resulting pressure load additionally the second valve for increasing the hardness of the rebound is switched.
- the first (second) valve for increasing the hardness of the rebound stage and during the applied tensile load the first valve for increasing the hardness of the compression stage is switched accordingly.
- a braking operation takes place in which a pitching movement of the motor vehicle takes place as described above, wherein the motor vehicle 61 nods about a transverse axis Y.
- the dampers 2 and 3 are thus subjected to pressure and the dampers 4 and 5 to train. If it is detected that the vehicle 61 is to be braked to a standstill, so are shortly before
- the general strategy can be represented by the state machine 69 shown in FIG.
- the block diagram which is shown in Figure 7, shows schematically the implementation of the advantageous method for suspension control.
- a first step 63 the dampers 2 to 5 are in their normal state.
- the vehicle condition is always checked to see whether a vehicle body movement, which leads to a pressure and / or tensile loading of the dampers, can be expected.
- step C1 If a braking is detected, for example, by detecting the brake pedal angle, so in a following step C1, the first valve of the dampers 4 and 5 on the rear axle and the second valve of the dampers 2 and 3 are connected to the front axle to increase the hardness, such as shown in the figure 6A, so that when the vehicle comes to a standstill and on the
- step 66 the pressure levels of the dampers 4 and 5 and the rebound damping of the dampers 2 and 3 have a higher degree of damping. If a swinging back expected, or the standstill of the vehicle is reached, in a further step C2, the second valve of the damper 4 and 5 and the first valve of the damper 2 and 3 to increase the
- Hardness additionally switched so that when the vehicle nods back in a step 67 to the front, the pressure levels of the damper 2 and 3 and the rebound stages of the damper 4 and 5 are hardened. If no further or no determinable threshold value exceeding movements of the vehicle body 62 occur within a determinable / determinable time period
- Step C3 the first and second valves of the dampers 2 to 5 are switched so that the dampers 2 to 5 return to their normal state (Step 63).
- the transition conditions of the state machine 69 can be defined as follows: ⁇ Ke
- the braking is detected in the standstill when a certain speed threshold Pi is exceeded by the vehicle longitudinal speed V x and a certain driver brake pressure p brake above a threshold P ßrake is present.
- the standstill is defined by means of a second speed threshold P 2 , where P 2 ⁇ Pi.
- the transition to the initial damper state can be triggered by either that the amplitude of the pitch rate calculated from a model falls below the threshold value and / or has expired for a certain time, as described above.
- 8 Brake p are represented as p and P B P B Brake as in FIG. The method described above increases ride comfort by minimizing pitching oscillations after braking to a standstill.
- the damping control for the pitch damping can thus be subdivided into three states: a) damper 2 to 5 in the normal state (63), b) hard adjustment of the compression and rebound stages of the dampers of the opposite vehicle axles before the pitching movement occurs in the direction of the compression stage ( 66) and c) hard adjustment of the remaining stages (compression and rebound) before the pitch changes direction (67).
- FIG. 8 shows a functional diagram for determining and damping the pitching motion of the vehicle body, one block 70 relating to the estimation of the vehicle body movement and another block 71 relating to the control of the valves or dampers 2 to 5.
- the transition from b) to c) occurs after the predicted pitch rate reaches the maximum of the first half-wave.
- the hard setting of all damper stages is maintained until the
- Wank vibration has subsided.
- the criterion for this is the predicted pitch rate, which is determined from the stationary longitudinal acceleration a x .
- the relationship between the brake pressure in the master cylinder and the longitudinal acceleration is approximately linear. This situation is described in the nick function in the form of ner linear characteristic f 2 exploited.
- the state K of a clutch and the engaged gear i G are taken into account.
- the longitudinal acceleration is determined by means of the stationary pulse rate:
- the driving force F x is calculated from the engine torque minus the air and road resistance under simplified assumptions:
- h CoG represents the height of the center of gravity of the vehicle, L the center distance and L ⁇ , L F ⁇ the distance of the rear axle or the front axle to the vehicle center of gravity.
- the necessary longitudinal acceleration can be taken from the last calculation cycle (real-time operating system).
- the predicted pitch rate ( ⁇ j is calculated from the state model and the longitudinal acceleration as input as follows: a x ' wherein the dynamic and input matrix map a half-vehicle model N with respect to the vehicle transverse axis Y.
- the control can be realized in the form of the state machine described above. The state machine reacts to the change in the brake pressure, the accelerator pedal or the engaged gear and the predicted pitch rate.
- the control command is for each damper 2 to
- each stage of the respective damper 2 to 5 is calculated separately from the measure for the pitch excitation / 4 .
- the measure for the pitch excitation is calculated as follows: l
- the individual terms of the pseudo-size "Excitation” E be limited between -1 and 1, it is itself defined as the percentage amount of the pitch excitation the gradient of the wheel brake pressure p Bmke sow ⁇ e accelerator travel x GasPeda ⁇ s' md normalized so that the amount of.
- the information about the switching operation can be taken into account by means of a discrete function:
- the control command of the state machine describes a proportional increase in the damping hardness, where 0 means a maximum soft and 1 a maximum hard setting of the damper characteristic Positioning command is done by means of a fuzzy characteristic, which was derived from the following basic rule base:
- the transition to the initial state a) takes place when the pitch rate has decayed.
- the amount of the predicted pitch rate is compared with a certain threshold. If the pitch rate is a certain time below this
- Threshold return all damper stages in the initial state a).
- FIG. 9 shows the motor vehicle 61 and a longitudinal axis X of the motor vehicle
- the damping control can also be subdivided into three states for roll damping: d) dampers 2 to 5 in the normal state (no damper activation), e) hard adjustment of the compression and rebound stages of the opposite vehicle side and f) hard Adjust the remaining levels before the roll movement changes direction.
- the transition to the second state e) is triggered by the Lenkradwinkelgradienten as soon as it exceeds a certain threshold.
- the transition from e) to f) occurs after the predicted roll rate ⁇ reaches the minimum of the first half-wave.
- the hard adjustment of all stages is held until the vibration has subsided.
- the criterion for this is the predicted roll rate, which is determined from the steady-state lateral acceleration a y using the half-vehicle model.
- the predicted roll rate is calculated from the state model and lateral acceleration as an input as follows: ' ⁇ l
- the dynamic and input matrix (A and b) depict a half-vehicle model W with respect to the longitudinal axis X.
- the structure of the entire roll function is shown in FIG. 10, where the function can be separated into two separate subfunctions: prediction, represented by a block 72 and control, represented by a block 73.
- prediction represented by a block 72
- control represented by a block 73.
- the state machine illustrated in FIG. 7 reacts to changes in the steering wheel angle ⁇ as well as the predicted roll rate in the application for rolling motions of the vehicle body.
- the control command is calculated separately for each damper 2 to 5 and each stage.
- the control command describes a proportional increase in the damping stiffness of the respective damper stage, where 0 means a maximum soft and 1 a maximum hard setting of the damper characteristic.
- the calculation of the positioning command is done by means of a fuzzy characteristic, which can be derived from the following basic rule base:
- the state machine for the roll function consists of the three states d) e) f), which are traversed sequentially.
- the first state d) includes the initialization of the controller.
- the transition to the second state e) takes place when the Wankanregung is detected. This is the case if the following condition is met:
- a falling roll rate is determined by sign comparison between the predicted roll rate and its gradient. Both signs must remain different for a certain time (avoidance of error detection due to signal noise).
- the third state f means the complete hardening of all damper stages. This ensures that any
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Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
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DE102009000572 | 2009-02-03 | ||
DE102009027939A DE102009027939A1 (en) | 2009-02-03 | 2009-07-22 | Method for suspension control of a motor vehicle, and device for implementation |
PCT/EP2009/067965 WO2010089007A1 (en) | 2009-02-03 | 2009-12-28 | Method for the chassis control of a motor vehicle, and device for carrying out said method |
Publications (2)
Publication Number | Publication Date |
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EP2393677A1 true EP2393677A1 (en) | 2011-12-14 |
EP2393677B1 EP2393677B1 (en) | 2013-02-20 |
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Application Number | Title | Priority Date | Filing Date |
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EP09795793A Active EP2393677B1 (en) | 2009-02-03 | 2009-12-28 | Method for the chassis control of a motor vehicle, and device for carrying out said method |
Country Status (6)
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US (1) | US9045017B2 (en) |
EP (1) | EP2393677B1 (en) |
JP (1) | JP5562355B2 (en) |
CN (1) | CN102300729B (en) |
DE (1) | DE102009027939A1 (en) |
WO (1) | WO2010089007A1 (en) |
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- 2009-07-22 DE DE102009027939A patent/DE102009027939A1/en not_active Withdrawn
- 2009-12-28 JP JP2011548562A patent/JP5562355B2/en not_active Expired - Fee Related
- 2009-12-28 EP EP09795793A patent/EP2393677B1/en active Active
- 2009-12-28 CN CN200980155978.2A patent/CN102300729B/en active Active
- 2009-12-28 WO PCT/EP2009/067965 patent/WO2010089007A1/en active Application Filing
- 2009-12-28 US US13/138,273 patent/US9045017B2/en active Active
Non-Patent Citations (1)
Title |
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See references of WO2010089007A1 * |
Also Published As
Publication number | Publication date |
---|---|
US20120055745A1 (en) | 2012-03-08 |
EP2393677B1 (en) | 2013-02-20 |
DE102009027939A1 (en) | 2010-08-05 |
CN102300729B (en) | 2015-05-20 |
JP5562355B2 (en) | 2014-07-30 |
WO2010089007A1 (en) | 2010-08-12 |
US9045017B2 (en) | 2015-06-02 |
CN102300729A (en) | 2011-12-28 |
JP2012516803A (en) | 2012-07-26 |
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